US10843517B2 - Isolated lift assembly for vehicle auxiliary suspension arrangement - Google Patents

Abstract

A vehicle suspension assembly includes a mounting bracket adapted to couple to a vehicle frame assembly, a trailing arm having a first end pivotably coupled to the first mounting bracket, and a second end, an axle member coupled to the second end of the trailing arm, the axle member configured to support a tire, an actuator operably coupled to the trailing arm and operable between a first state configured to lift the tire away from a ground surface and a second state configured for the tire to contact the ground surface, and an actuator arrangement configured to move from a first position where the actuator arrangement couples the actuator to the trailing arm when the actuator is in the first state, and a second position where the actuator arrangement uncouples the actuator from the trailing arm when the actuator is in the second state.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent Application No. 62/477,170, filed Mar. 27, 2017, entitled “ISOLATED LIFT ASSEMBLY FOR VEHICLE AUXILIARY SUSPENSION ARRANGEMENT,” the entire disclosure of which is incorporated herein by reference.

BACKGROUND OF THE INVENTION

The present invention relates to heavy-duty vehicle suspensions and assemblies, and particularly to suspension assemblies incorporating a trailing arm-type configuration. More particularly, the present invention relates to an auxiliary vehicle suspension assembly that includes a lift assembly for operating an auxiliary suspension arrangement between an in use position and a stored position, wherein the lift assembly is isolated from an associated axle assembly when the auxiliary suspension arrangement is in the stored position.

BRIEF SUMMARY OF THE INVENTION

One aspect of the present invention is a vehicle suspension assembly that includes a first mounting bracket adapted to couple to a vehicle frame assembly, a first trailing arm having a first end pivotably coupled to the first mounting bracket, and a second end, a second mounting bracket adapted to couple to a vehicle frame assembly, and a second trailing arm having a first end pivotably coupled to the second mounting bracket, and a second end. The present invention further includes an axle member having a first end operably coupled to the second end of the first trailing arm and a second end operably coupled to the second end of the second trailing arm, the axle member configured to support a tire, and a pneumatic actuator operably coupled to at least one of the first trailing arm and the second trailing arm and operable between an inflated position configure to lift the tire away from a ground surface and a deflated position configured for the tire to contact the ground surface. The present invention still further includes a lever arm operably coupling the pneumatic actuator and the at least one of the first trailing arm and the second trailing arm, wherein the lever arm abuts the at least one of the first trailing arm and the second trailing arm when the pneumatic actuator is in the inflated position, and wherein the lever arm is spaced from the at least one of the first trailing arm and the second trailing arm when the pneumatic actuator is in the deflated position thereby decoupling the pneumatic actuator from the at least one of the first trailing arm and the second trailing arm when the pneumatic actuator is in the deflated position.

Another aspect of the present invention includes a vehicle suspension assembly that includes a mounting bracket adapted to couple to a vehicle fame assembly, a trailing arm having a first end pivotably coupled to the first mounting bracket, and a second end, an axle member coupled to the second end of the trailing arm, the axle member configured to support a tire, an actuator operably coupled to the trailing arm and operable between a first state configured to lift the tire away from a ground surface and a second state configured for the tire to contact the ground surface, and an actuator arrangement configured to move from a first position where the actuator arrangement couples the actuator to the trailing arm when the actuator is in the first state, and a second position where the actuator arrangement uncouples the actuator from the trailing arm when the actuator is in the second state.

Still another aspect of the present invention includes a vehicle suspension assembly that includes an attachment member adapted to couple to a vehicle frame assembly, a support member having a first portion coupled to the attachment member, and a second portion, an axle member coupled to the second portion of the support member, the axle member configured to support a tire, an actuator operably coupled to the support member and operable between a first state configured to lift the tire away from a ground surface and a second state configured for the tire to contact the ground surface, and an actuator arrangement configured to move from a first position where the actuator arrangement couples the actuator to the support member when the actuator is in the first state, and a second position where the actuator arrangement uncouples the actuator from the support member when the actuator is in the second state such that vertical movement of the axle member is not transmitted to the actuator when the actuator arrangement is in the second position.

The present inventive vehicle suspension assembly provides a durable, uncomplicated design that can be easily and quickly assembled, while simultaneously reducing manufacturing costs. The invention is efficient in use, economical to manufacture, capable of a long operating life, and is particularly well adapted for the proposed use.

These and other features, advantages, and objects of the present invention will be further understood and appreciated by those skilled in the art by reference to the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a rear perspective view of a suspension arrangement embodying the present invention;

FIG. 2 is a front perspective view of the suspension arrangement;

FIG. 3 is a side elevational view of the suspension arrangement;

FIG. 4 is a perspective view of a trailing arm;

FIG. 5 is a side elevational view of the suspension arrangement in an in use position;

FIG. 6 is a side elevational view of the suspension arrangement in a lowered position in solid line and in a raised position in dashed line;

FIG. 7 is a cross-sectional view of a dual-diaphragm chamber assembly;

FIG. 8 is a side elevational view of an alternative embodiment of a mounting member;

FIG. 9 is a side elevational view of an alternative embodiment of an actuator; and

FIG. 10 is an end elevational view of the alternative embodiment of the actuator.

DETAILED DESCRIPTION

For purposes of description herein, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” and derivatives thereof shall relate to the invention as oriented inFIGS. 1 and 2. However, it is to be understood that the invention may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.

A suspension assembly10 (FIGS. 1 and 2) comprises a pair ofmounting brackets12 fixedly connected to a pair of longitudinally-extendingframe members14 of avehicle frame assembly16 by a plurality of mechanical fasteners (not shown) and coupled to one another by across member18, a plurality of trailing arm assemblies including a pair of upper trailing arms20 (FIG. 3) and a pair of lowertrailing arms22, anaxle assembly24, and a pair ofair spring assemblies23 extending between theaxle assembly24 and thecorresponding frame members14.

In the illustrated example, each upper trailing arm20 (FIGS. 3 and 4) includes afirst end26 pivotably coupled to one of themounting brackets12 via abushing arrangement28 for rotation about apivot axis30 and asecond end32 pivotably coupled to theaxle assembly24 via abushing arrangement33 for rotation about apivot axis34, as described below. Each lowertrailing arm22 includes afirst end36 secured to themounting bracket12 via abushing arrangement38 for pivoting about apivot axis40, and asecond end42 pivotably coupled via abushing arrangement44 to theaxle assembly24 for pivotable movement about apivot axis46, also as described below.FIGS. 1 and 4 illustrate the generally outward-sweeping shape of thetrailing arms20,22 along the length of the trailingarms20,22 from thefirst end26,36 to thesecond end32,42. Eachbushing arrangement28,33,38,44 comprise an elastically resilient bushing member, a bushing pin and nylon washers received within a corresponding bore.

Thesecond end32,42 of each upper trailingarm20 and lowertrailing arm22 are pivotably coupled to theaxle assembly24 via an integratedcorresponding mounting arrangement50. Themounting arrangement50 is described in detail in currently pending U.S. patent application Ser. No. 15/205,711, entitled Auxiliary Axle and Suspension Assembly, the entire contents of which are incorporated herein by reference. Themounting arrangement50 provides a coupling interface between thesecond end32,42 of the upper trailingarm20 and lowertrailing arm22, associated spindle arrangements (not shown) to support thehub assemblies52, and theair spring assemblies23. The hub assemblies52, associatedbraking assemblies54 andwheel assemblies56, includingwheels58 andtires60, are coupled to each spindle (not shown). The outwardly-sweeping configuration of thetrailing arms20,22 in conjunction with the configuration and construction of themounting arrangements50, provides for attachment of thetrailing arms20,22 to the spindles (not shown) the air spring assemblies23 in close proximity to one another and in close proximity to the ends of theaxle member62 of theaxle assembly24.

As best illustrated inFIGS. 3, 5 and 6, thevehicle suspension assembly10 is a vertically adjustable. Specifically, theaxle assembly24 is movable from a lowered position A as shown inFIG. 5, wherein thetires60 contact aground surface64, thereby assisting in supporting the load of the vehicle, and a raised position B as shown inFIG. 6, wherein thetires60 are spaced from theground surface64, thereby reducing tire wear and fuel consumption. Thevehicle suspension assembly10 includes a pair oflift arrangements66 operably coupled with the associated trailingarms20 andmounting brackets12. Eachlift arrangement66 includes a pneumatic actuator, which in the illustrated example includes a dual diaphragm chamber assembly67 (FIG. 7) including afirst diaphragm chamber70 and asecond diaphragm chamber72. Eachdiaphragm chamber70,72 includes ahousing74 divided into anupper chamber76 and alower chamber78 by adeformable diaphragm80 and apush plate82, wherein theupper chamber76 may be pressurized via anair inlet84. Eachpush plate82 is secured to apushrod86 such that thepushrods86 are each forced in adirection88 as theupper chamber76 is pressurized. It is noted that in the illustrated example, thelongitudinal axis90 of each of thepushrods88 are aligned with one another. It is further noted that thedual pushrods86 may be replaced by a single pushrod that extends through both thefirst diaphragm chamber70 and thesecond diaphragm chamber72. While a pneumatic actuator is shown in the illustrated examples and described herein, other actuators may also be utilized, including electric motors, gearing arrangements, and the like.

Thelift arrangement66 further includes a mounting member92 (FIGS. 1-3) that mounts thediaphragm chamber assembly67 to anouter wall94 of the associatedmounting bracket12. In the illustrated example, themounting member92 includes aninner wall96 mounted to the outer wall of themounting bracket12, anouter wall98 and anupper wall100 extending between theinner wall96 and theouter wall98 to which thediaphragm chamber assembly67 is mounted via a plurality ofmechanical fasteners102.

Eachlift arrangement66 further includes anactuator104 operably coupled to thediaphragm chamber assembly67. In the illustrated example, theactuator104 includes alever arm106 having afirst end108 pivotably coupled to anend110 of thepushrod86 of thediaphragm chamber assembly67, and asecond end111 configured to abut alug112 extending outwardly from the upper trailingarm20. It is noted that thelug112 may be formed integrally with thetrailing arm20 or separately therefrom. Thelever arm106 is configured so as to couple and uncouple thelift arrangement66 from the uppertrailing arm20 depending upon whether theaxle assembly24 is in the lowered position A or the raised position B. In the raised position B (as shown inFIG. 6), thediaphragm chamber assembly67 is pressurized such that thepushrod86 is actuated in adirection114, thereby causing thelever arm106 to pivot about thepivot axis30 in a direction116 until thesecond end111 abuts thelug112, thereby in turn forcing thetrailing arm20 in thedirection118 until thetire60 is lifted from engagement with theground surface64. Thelift arrangement66 remains in this position thereby preventing thetire60 from engaging theground surface64 until theauxiliary suspension arrangement10 is required to support the load of the vehicle. Once the load being supported by the vehicle exceeds a certain limit, or other operating parameters are reached, thediaphragm chamber assembly67 is actuated so that thepushrod86 is actuated in adirection120 thereby causing thelever arm106 to rotate in thedirection122, thereby allowing thetrailing arm20 to rotate in adirection124 until thetire60 abuts theground surface64. As best illustrated inFIG. 5, thesecond end111 of thelever arm106 is spaced from thelug112 such that agap126 is formed therebetween. Thisgap126 allows thetrailing arm20 to pivot about to thepivot axis30 and thesecond end42 to move in avertical direction128 without transmitting the vertical movement of thetrailing arm20 to thelift arrangement66. The decoupling of thelifting arrangement66 from thetrailing arm20 reduces the forces exerted on thelift arrangement66 and the resulting mechanical wear to thelift arrangement66 and the components thereof, thereby reducing the potential of a failure and increasing the operating life thereof.

In an alternative embodiment (FIG. 8) themounting member92amay be provided with astop arrangement136 that limits the overall travel of the assembly between the fully lowered position A and the fully raised position B. Thereference numeral66a(FIG. 8) generally designates the alternative embodiment of the lift arrangement. Since thelift arrangement66ais similar to the previously describedlift arrangement66, similar parts appearing inFIGS. 1-7 andFIG. 8, respectively, represent the same, corresponding reference, except for the suffix “a” in the numerals of the latter. In the illustrated example, themounting member92ais provided with an arcuately-shaped relief that receives astop portion134 fixedly attached to thefirst end108aof thelever arm106asuch that thestop portion134 tracks along therelief132 thereby limiting the overall travel of theend110aof thepushrod86 and thesecond end108aof thelever arm106a.

Thereference numeral104b(FIG. 9) generally designates an alternative embodiment of the actuator. Since theactuator104bis similar to the previous described actuator, similar parts appearing inFIGS. 1-7 andFIGS. 9 and 10 respectively, are represented by the same, corresponding reference numeral, except for the suffix “b” in the numerals of the latter. In the illustrated example, eachlift arrangement66bfurther includes anactuator104boperably coupled to thediaphragm chamber assembly67b. In the illustrated example, theactuator104bincludes alever arm106bhaving afirst end108bpivotably coupled to an end110bof the pushrod86b(not shown) of thediaphragm chamber assembly67b, and asecond end111bconfigured to abut anunderside113 of the upper trailingarm20b. Thelever arm106bis configured so as to couple and uncouple thelift arrangement66bfrom the upper trailingarm20bdepending upon whether the axle assembly24bis in the lowered position or the raised position. In the raised position, thediaphragm chamber assembly67bis pressurized such that the pushrod86bis actuated in adirection114b, thereby causing thelever arm106bto pivot about the pivot axis30bin adirection116buntil thesecond end111babuts theunderside113 of the trailingarm20b, thereby in turn forcing the trailingarm20bin thedirection118buntil the associated tire (not shown) is lifted from engagement with the ground surface. Thelift arrangement66bremains in this position thereby preventing the tire from engaging the ground surface until theauxiliary suspension arrangement10bis required to support the load of the vehicle. Once the load being supported by the vehicle exceeds a certain limit, or other operating parameters are reached, thediaphragm chamber assembly67bis actuated so that the pushrod86bis actuated in adirection120bthereby causing thelever arm106bto rotate in thedirection122b, thereby allowing the trailingarm20bto rotate in adirection124buntil the tire abuts the ground surface. In the lowered position, thesecond end111bof thelever arm106bis spaced from theunderside113 of the trailingarm120bsuch that a gap is formed therebetween. This gap allows the trailingarm20bto pivot about to the pivot axis30band thesecond end42bto move in avertical direction128bwithout transmitting the vertical movement of the trailingarm20bto thelift arrangement66b. The decoupling of the liftingarrangement66bfrom the trailingarm20breduces the forces exerted on thelift arrangement66band the resulting mechanical wear to thelift arrangement66band the components thereof, thereby reducing the potential of a failure and increasing the operating life thereof.

In the examples illustrated herein, thevehicle suspension assembly10 comprises a self-steer assembly which pivots the spindles (not shown) and the supported tires between an in-line orientation and a turning orientation. While the illustrated example includes a self-steer assembly, the present invention may be utilized with non-self-steer assemblies or any suitable suspension arrangement including trailing arm type suspensions, leaf spring type suspensions, or other suspension systems. Further, thevehicle suspension assembly10 may be pre-assembled and then attached to the associated frame rails14 as a modular unit.

In the foregoing description it will be readily appreciative of those skilled in the art that modifications may be made to the invention without departing from the concepts as disclosed herein. Such modifications are to be considered as included in the following claims, unless the claims by their express language state otherwise.

Claims (31)

The invention claimed is:

1. A vehicle suspension assembly, comprising:

a first mounting bracket adapted to couple to a vehicle frame assembly;

a first trailing arm having a first end pivotably coupled to the first mounting bracket, and a second end;

a second mounting bracket adapted to couple to the vehicle frame assembly;

a second trailing arm having a first end pivotably coupled to the second mounting bracket, and a second end;

an axle member having a first end operably coupled to the second end of the first trailing arm and a second end operably coupled to the second end of the second trailing arm, the axle member configured to support a tire;

a pneumatic actuator operably coupled to at least one of the first trailing arm and the second trailing arm and operable between an inflated position configured to lift the tire away from a ground surface and a deflated position configured for the tire to contact the ground surface; and

a lever arm operably coupling the pneumatic actuator and the at least one of the first trailing arm and the second trailing arm, wherein the lever arm abuts the at least one of the first trailing arm and the second trailing arm when the pneumatic actuator is in the inflated position, and wherein the lever arm is spaced from the at least one of the first trailing arm and the second trailing arm when the pneumatic actuator is in the deflated position thereby decoupling the pneumatic actuator from the at least one of the first trailing arm and the second trailing arm when the pneumatic actuator is in the deflated position.

2. The vehicle suspension assembly ofclaim 1, wherein the lever arm is pivotably coupled to at least one of the first mounting bracket and the second mounting bracket.

3. The vehicle suspension assembly ofclaim 1, wherein the pneumatic actuator comprises at least one diaphragm arrangement.

4. The vehicle suspension assembly ofclaim 3, wherein the at least one diaphragm arrangement includes a pair of diaphragm arrangements linearly aligned with one another.

5. The vehicle suspension assembly ofclaim 1, wherein the lever arm abuts an underside of the trailing arm when the pneumatic actuator is in the inflated position.

6. The vehicle suspension assembly ofclaim 1, wherein the at least one of the first trailing arm and the second trailing arm includes an outwardly-extending lug portion, and wherein the lever arm abuts the lug portion when the pneumatic actuator is in the inflated position and is spaced from the lug portion when the pneumatic actuator is in the deflated position.

7. The vehicle suspension assembly ofclaim 6, wherein the lug portion is integral with the at least one of the first trailing arm and the second trailing arm.

8. The vehicle suspension assembly ofclaim 1, wherein the pneumatic actuator is configured to be positioned outboard of a vehicle frame rail.

9. The vehicle suspension assembly ofclaim 1, wherein the vehicle suspension assembly comprises a steer axle assembly.

10. A vehicle suspension assembly, comprising:

a mounting bracket adapted to couple to a vehicle frame assembly;

a trailing arm having a first end pivotably coupled to the first mounting bracket, and a second end;

an axle member coupled to the second end of the trailing arm, the axle member configured to support a tire;

an actuator operably coupled to the trailing arm and operable between a first state configured to lift the tire away from a ground surface and a second state configured for the tire to contact the ground surface; and

an actuator arrangement configured to move from a first position where the actuator arrangement couples the actuator to the trailing arm when the actuator is in the first state, and a second position where the actuator arrangement uncouples the actuator from the trailing arm when the actuator is in the second state;

wherein the vehicle suspension assembly comprises a steer axle assembly.

11. The vehicle suspension assembly ofclaim 10, wherein the actuator comprises a pneumatic actuator, and wherein the first state of the actuator includes an inflated position and the second state of the actuator includes a deflated position.

12. The vehicle suspension assembly ofclaim 11, wherein the actuator comprises at least one diaphragm arrangement.

13. The vehicle suspension assembly ofclaim 12, wherein the at least one diaphragm arrangement includes a pair of diaphragm arrangements linearly aligned with one another.

14. The vehicle suspension assembly ofclaim 10, wherein the actuator arrangement comprises a lever arm.

15. The vehicle suspension assembly ofclaim 14, wherein the lever arm is pivotably coupled to the mounting bracket.

16. The vehicle suspension assembly ofclaim 14, wherein the lever arm abuts an underside of the trailing arm when the actuator is in the first state.

17. The vehicle suspension assembly ofclaim 10, wherein the trailing arm includes an outwardly-extending lug portion, and wherein the actuator arrangement abuts the lug portion when the actuator is in the first state and is spaced from the lug portion when the actuator is in the second state.

18. The vehicle suspension assembly ofclaim 17, wherein the lug portion is integral with the trailing arm.

19. The vehicle suspension assembly ofclaim 10, wherein the actuator is configured to be positioned outboard of a vehicle frame rail.

20. A vehicle suspension assembly, comprising:

an attachment member adapted to couple to a vehicle frame assembly;

a support member having a first portion coupled to the attachment member, and a second portion;

an axle member coupled to the second portion of the support member, the axle member configured to support a tire;

an actuator operably coupled to the support member and operable between a first state configured to lift the tire away from a ground surface and a second state configured for the tire to contact the ground surface; and

an actuator arrangement configured to move from a first position where the actuator arrangement couples the actuator to the support member when the actuator is in the first state, and a second position where the actuator arrangement uncouples the actuator from the support member when the actuator is in the second state such that vertical movement of the axle member is not transmitted to the actuator when the actuator arrangement is in the second position;

wherein the first portion of the support member includes a first end of the trailing arm that is pivotably coupled to the mounting bracket, and wherein the second portion of the support member includes a second end of the trailing arm that is coupled to the axle member.

21. The vehicle suspension assembly ofclaim 20, wherein the attachment member includes a mounting bracket, and wherein the support member includes a trailing arm.

22. The vehicle suspension assembly ofclaim 21, wherein the trailing arm includes an outwardly-extending lug portion, and wherein the actuator arrangement abuts the lug portion when the actuator is in the first state and is spaced from the lug portion when the actuator is in the second state.

23. The vehicle suspension assembly ofclaim 22, wherein the lug portion is integral with the trailing arm.

24. The vehicle suspension assembly ofclaim 20, wherein the actuator arrangement comprises a lever arm.

25. The vehicle suspension assembly ofclaim 24, wherein the lever arm is pivotably coupled to the mounting bracket.

26. The vehicle suspension assembly ofclaim 24, wherein the lever arm abuts an underside of the trailing arm when the actuator is in the first state.

27. The vehicle suspension assembly ofclaim 20, wherein the vehicle suspension assembly comprises a steer axle assembly.

28. The vehicle suspension assembly ofclaim 20, wherein the vehicle suspension assembly is a modular arrangement.

29. A vehicle suspension assembly, comprising:

an attachment member adapted to couple to a vehicle frame assembly;

a support member having a first portion coupled to the attachment member, and a second portion;

an axle member coupled to the second portion of the support member, the axle member configured to support a tire;

an actuator operably coupled to the support member and operable between a first state configured to lift the tire away from a ground surface and a second state configured for the tire to contact the ground surface; and

an actuator arrangement configured to move from a first position where the actuator arrangement couples the actuator to the support member when the actuator is in the first state, and a second position where the actuator arrangement uncouples the actuator from the support member when the actuator is in the second state such that vertical movement of the axle member is not transmitted to the actuator when the actuator arrangement is in the second position;

wherein the actuator comprises a pneumatic actuator, and wherein the first state of the actuator includes an inflated position and the second state of the actuator includes a deflated position.

30. The vehicle suspension assembly ofclaim 29, wherein the actuator comprises at least one diaphragm arrangement.

31. The vehicle suspension assembly ofclaim 30, wherein the at least one diaphragm arrangement includes a pair of diaphragm arrangements linearly aligned with one another.

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